Use of Landing Lights
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Operation Lights On
From the FAA Aeronautical Information Manual:
https://www.faa.gov/air_traffic/publ.../media/aim.pdf
4-3-23. Use of Aircraft Lights
c. The FAA has a voluntary pilot safety program, Operation Lights On, to enhance the see-and-avoid concept. Pilots are encouraged to turn on their landing lights during takeoff; i.e., either after takeoff clearance has been received or when beginning takeoff roll. Pilots are further encouraged to turn on their landing lights when operating below 10,000 feet, day or night, especially when operating within 10 miles of any airport, or in conditions of reduced visibility and in areas where flocks of birds may be expected, i.e., coastal areas, lake areas, around refuse dumps, etc. Although turning on aircraft lights does enhance the see-and-avoid concept, pilots should not become complacent about keeping a sharp lookout for other aircraft. Not all aircraft are equipped with lights and some pilots may not have their lights turned on. Aircraft manufacturer's recommendations for operation of landing lights and electrical systems should be observed
https://www.faa.gov/air_traffic/publ.../media/aim.pdf
4-3-23. Use of Aircraft Lights
c. The FAA has a voluntary pilot safety program, Operation Lights On, to enhance the see-and-avoid concept. Pilots are encouraged to turn on their landing lights during takeoff; i.e., either after takeoff clearance has been received or when beginning takeoff roll. Pilots are further encouraged to turn on their landing lights when operating below 10,000 feet, day or night, especially when operating within 10 miles of any airport, or in conditions of reduced visibility and in areas where flocks of birds may be expected, i.e., coastal areas, lake areas, around refuse dumps, etc. Although turning on aircraft lights does enhance the see-and-avoid concept, pilots should not become complacent about keeping a sharp lookout for other aircraft. Not all aircraft are equipped with lights and some pilots may not have their lights turned on. Aircraft manufacturer's recommendations for operation of landing lights and electrical systems should be observed
Last edited by nocarsgo; 7th Jun 2017 at 20:38. Reason: added reference
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On my Warrior I used the landing light all the time until my engineer pointed out that the wiring was not designed for full time use. Sure enough it burnt out shortly after.
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Nocarsgo... Thats an interesting perspective from the FAA which I do not disagree with, and interesting from a bird strike point of veiw, that something I had not considered.
Regard the life of landing lights, I puzzled as to why they have such a short life, as I have only had to change a headlamp bulb on my car once in the last ten years, so why do aircraft landing light have such a short life, or it that a myth. I think LED technology is the answer.
In relation to bose, it simply wrong if an aircraft is designed in a way that landing lights can only be displayed when the gear is down.
Regard the life of landing lights, I puzzled as to why they have such a short life, as I have only had to change a headlamp bulb on my car once in the last ten years, so why do aircraft landing light have such a short life, or it that a myth. I think LED technology is the answer.
In relation to bose, it simply wrong if an aircraft is designed in a way that landing lights can only be displayed when the gear is down.
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Some pertinent history. On Tiger Moths when taxing at night there was a torch used by the pilot. At one point when I was instructing in the RAAF we operated from an all-over grass field. Prior to the first of several Tiger Moths starting engines for night flying, several trainee pilots were sent out in a jeep to set up the "Christmas Tree" which was a battery operated lighted pole where aircraft would taxi to do runs ups and pre-take off drills.
It was dark (naturally) and the CFI was impatient to get going so he taxied out to the darkened field. I recall the Tigers also had a tiny portable light attached to a strut which shone vertically down - not forward. Like a primitive radio altimeter to judge the flare height. The battery in the light went flat quickly. The CFI headed in the general direction of the Christmas Tree, weaving from side to side to `clear the nose` In the dark the trainees were frantically trying to connect up battery wires. They heard the sound of a Tiger Moth approaching. Momentary panic set in and they ran in all directions leaving the battery wires in disarray. The CFI in the front seat of the Tiger Moth asked his trainee in the rear seat if he could spot the Christmas Tree which was supposed to be lit by now.
It had to happen of course. The prop splintered against the Christmas Tree and a shower of sparks revealed its position on the grass. "I see it now" said the trainee pilot cowering in the back seat. A frightful oath from the CFI came though the Gosport Tube and henceforth night flying was cancelled for that night as there were no spare Christmas Trees in store.
From the time we learned to fly in the RAAF we were taught to take off and land without landing lights to prepare us for war zones. That was not only for Tiger Moths and Wirraways but for all military aircraft from Mustangs to Lincolns. If landing lights were to be used at all, they were not on for take off and only switched on at 300 feet on final approach. At the Joint User military and civil airfield from which flew, we envied the airlines coming in at night lit up at night "like Christmas trees" Serviceable ones of course
Civilian pilots were regarded by us military type as wimps for using landing lights. It was a different era then.
It was dark (naturally) and the CFI was impatient to get going so he taxied out to the darkened field. I recall the Tigers also had a tiny portable light attached to a strut which shone vertically down - not forward. Like a primitive radio altimeter to judge the flare height. The battery in the light went flat quickly. The CFI headed in the general direction of the Christmas Tree, weaving from side to side to `clear the nose` In the dark the trainees were frantically trying to connect up battery wires. They heard the sound of a Tiger Moth approaching. Momentary panic set in and they ran in all directions leaving the battery wires in disarray. The CFI in the front seat of the Tiger Moth asked his trainee in the rear seat if he could spot the Christmas Tree which was supposed to be lit by now.
It had to happen of course. The prop splintered against the Christmas Tree and a shower of sparks revealed its position on the grass. "I see it now" said the trainee pilot cowering in the back seat. A frightful oath from the CFI came though the Gosport Tube and henceforth night flying was cancelled for that night as there were no spare Christmas Trees in store.
From the time we learned to fly in the RAAF we were taught to take off and land without landing lights to prepare us for war zones. That was not only for Tiger Moths and Wirraways but for all military aircraft from Mustangs to Lincolns. If landing lights were to be used at all, they were not on for take off and only switched on at 300 feet on final approach. At the Joint User military and civil airfield from which flew, we envied the airlines coming in at night lit up at night "like Christmas trees" Serviceable ones of course
Civilian pilots were regarded by us military type as wimps for using landing lights. It was a different era then.
Last edited by A37575; 14th Jun 2017 at 13:07.
I've always been of the opinion that the primary objective of a landing light is to enhance visibility of my aircraft to anybody or anything ahead of me - most likely on the runway.
Hence I use it during approach and landing, and also flight in poor visibility, especially at lower levels (say 1500ft or below) where it might provide a small edge in conspicuity.
I don't normally use it on take-off, but reading some of the posts here, I can see why that is a legitimate use, and maybe I should.
As they can be a little fragile, and frankly it's just wasting a tiny bit of fuel, no I don't use it all the time as a conspicuity aid - that's what strobes are for.
G
Hence I use it during approach and landing, and also flight in poor visibility, especially at lower levels (say 1500ft or below) where it might provide a small edge in conspicuity.
I don't normally use it on take-off, but reading some of the posts here, I can see why that is a legitimate use, and maybe I should.
As they can be a little fragile, and frankly it's just wasting a tiny bit of fuel, no I don't use it all the time as a conspicuity aid - that's what strobes are for.
G
>As they can be a little fragile, and frankly it's just wasting a tiny bit of fuel, no I don't use it all the time as a conspicuity aid - that's what strobes are for.<
Strobes on most civilian light aircraft seem to be fairly ineffective in normal daylight as conspicuity aids because of their low intensity. In my experience students usually see landing lights before they see strobes, as do I. Even the HISLs on our local military helicopters don't show up that well in bright daylight.
Strobes on most civilian light aircraft seem to be fairly ineffective in normal daylight as conspicuity aids because of their low intensity. In my experience students usually see landing lights before they see strobes, as do I. Even the HISLs on our local military helicopters don't show up that well in bright daylight.
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I've always been of the opinion that the primary objective of a landing light is to enhance visibility of my aircraft to anybody or anything ahead of me - most likely on the runway.
Hence I use it during approach and landing, and also flight in poor visibility, especially at lower levels (say 1500ft or below) where it might provide a small edge in conspicuity.
I don't normally use it on take-off, but reading some of the posts here, I can see why that is a legitimate use, and maybe I should.
As they can be a little fragile, and frankly it's just wasting a tiny bit of fuel, no I don't use it all the time as a conspicuity aid - that's what strobes are for.
G
Hence I use it during approach and landing, and also flight in poor visibility, especially at lower levels (say 1500ft or below) where it might provide a small edge in conspicuity.
I don't normally use it on take-off, but reading some of the posts here, I can see why that is a legitimate use, and maybe I should.
As they can be a little fragile, and frankly it's just wasting a tiny bit of fuel, no I don't use it all the time as a conspicuity aid - that's what strobes are for.
G
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As they can be a little fragile, and frankly it's just wasting a tiny bit of fuel, no I don't use it all the time as a conspicuity aid - that's what strobes are for.
Strobes aren't fitted to all aircraft, in any case.
Nor are landing lights!
In good daylight, realistically, it's the size and colour scheme of the aeroplane that makes far more difference to conspicuity than anything else.
Research shows HISLs as adding very little to standard strobes incidentally. We specced one for a work aeroplane, and that was quite clear, but it made the pilots happy, so we fitted one anyhow.
G
In good daylight, realistically, it's the size and colour scheme of the aeroplane that makes far more difference to conspicuity than anything else.
Research shows HISLs as adding very little to standard strobes incidentally. We specced one for a work aeroplane, and that was quite clear, but it made the pilots happy, so we fitted one anyhow.
G
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"standard strobes"
Not all aircraft have strobes of any kind fitted, as I wrote, let alone HISLs.
Both anti-collision lights on the aircraft I fly are out of view to a pilot of an aircraft coming head-on.
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In good daylight, realistically, it's the size and colour scheme of the aeroplane that makes far more difference to conspicuity than anything else.
Subsequent research showed that yellow / orange colour schemes are not very good at-all for conspicuity. Hence that UK military training aeroplanes are now mostly plain black, as what matters is the colour temperature, not the colour. Basically you want maximum colour temperature difference from the background.
Most airlines understand this - hence mainly white upper bodies, and mainly very dark lower bodies, which tend to give the best possible contrast against most backgrounds, most of the time.
I happened to be involved in specifying the paint job for this aircraft, which was as close to best practice as we could manage whilst maintaining corporate identity, for example...
(Yes, it also has a military HISL and standard strobes.)
Of course, the slightly murky whiteish of a very great many training school aeroplanes is nowhere near best practice.
At risk of stating the obvious - mid air collisions are virtually never caused by aircraft pointed directly at each other, as they are generally aircraft on non-reciprocal but converging courses.
G
Most airlines understand this - hence mainly white upper bodies, and mainly very dark lower bodies, which tend to give the best possible contrast against most backgrounds, most of the time.
I happened to be involved in specifying the paint job for this aircraft, which was as close to best practice as we could manage whilst maintaining corporate identity, for example...
(Yes, it also has a military HISL and standard strobes.)
Of course, the slightly murky whiteish of a very great many training school aeroplanes is nowhere near best practice.
At risk of stating the obvious - mid air collisions are virtually never caused by aircraft pointed directly at each other, as they are generally aircraft on non-reciprocal but converging courses.
G
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I would be interested to see how effective cheap led flasher that are fitted to emergency vehicles used full time on aircraft.
An ambulance that pulled in front of me blinded me for a few seconds the leds were so bright.
The RAF Hawk black colour scheme, they can't be seen most of the time low level, why go away from the red white colour. Ok underside could be black.
And the Police dress in black, then put hi viz over the top. Surely a saving in cost of uniforms to be made there.
An ambulance that pulled in front of me blinded me for a few seconds the leds were so bright.
The RAF Hawk black colour scheme, they can't be seen most of the time low level, why go away from the red white colour. Ok underside could be black.
And the Police dress in black, then put hi viz over the top. Surely a saving in cost of uniforms to be made there.
My use of a landing light saved me from a near miss while landing at an uncontrolled airport.
It was a very hazy calm day. After flying a full circuit where I made the usual calls I turned final. On short final I observed a plane climbing and turning away from the opposite end of the runway. The plane joined a downwind for the runway I landed on and then landed.
The pilot approached me after I landed and apologized. He had inadvertently tuned the wrong advisory frequency and so did not hear my circuit calls. He realized something was wrong when he saw my landing light at his 12 O'Clock when he turned final. He never saw my actual aircraft in the hazy conditions until he was abeam me in the downwind as I touched down.
He noted that he the never used to turn on his landing light during day light hours but after seeing the difference it made he would always do so in the future
It was a very hazy calm day. After flying a full circuit where I made the usual calls I turned final. On short final I observed a plane climbing and turning away from the opposite end of the runway. The plane joined a downwind for the runway I landed on and then landed.
The pilot approached me after I landed and apologized. He had inadvertently tuned the wrong advisory frequency and so did not hear my circuit calls. He realized something was wrong when he saw my landing light at his 12 O'Clock when he turned final. He never saw my actual aircraft in the hazy conditions until he was abeam me in the downwind as I touched down.
He noted that he the never used to turn on his landing light during day light hours but after seeing the difference it made he would always do so in the future
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The RAF Hawk black colour scheme, they can't be seen most of the time low level, why go away from the red white colour. Ok underside could be black.
And the Police dress in black, then put hi viz over the top.
And the Police dress in black, then put hi viz over the top.
Our 'local' police helicopter is indeed black (or dark blue) with a yellow upper part around the engine nacelles.
TOO
I always use the landing light in the circuit and when I hear that there is possibly conflicting traffic ahead of me. I was encouraged to do so when, after being given a long straight in approach to Yeovil, their ATC told me that they could see the light long before they saw the aircraft.
It is so long since we changed a bulb I cannot remember the type and I am not trawling back through years of records to find out. All I can remember is that we bought replacement bulbs from B&Q for a fraction of the price quoted by Airworld at the time. (PtF aircraft)
It is so long since we changed a bulb I cannot remember the type and I am not trawling back through years of records to find out. All I can remember is that we bought replacement bulbs from B&Q for a fraction of the price quoted by Airworld at the time. (PtF aircraft)
